KR102294158B1 - Regenerative braking control method based on driving perception of xEV vehicles - Google Patents

Regenerative braking control method based on driving perception of xEV vehicles Download PDF

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KR102294158B1
KR102294158B1 KR1020200140479A KR20200140479A KR102294158B1 KR 102294158 B1 KR102294158 B1 KR 102294158B1 KR 1020200140479 A KR1020200140479 A KR 1020200140479A KR 20200140479 A KR20200140479 A KR 20200140479A KR 102294158 B1 KR102294158 B1 KR 102294158B1
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vehicle
regenerative braking
value
distance
driving
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KR1020200140479A
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Korean (ko)
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이진욱
조인수
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숭실대학교 산학협력단
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Priority to PCT/KR2021/014321 priority patent/WO2022092647A1/en
Priority to US17/801,240 priority patent/US20220410899A1/en

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Abstract

An embodiment of the present invention relates to a regenerative braking control method based on driving recognition of an x electric vehicle (xEV), which is a method for optimally adjusting a regenerative braking amount by utilizing forward vehicle sensing and driving location information. The regenerative braking control method of the present invention comprises the following steps of: (a) sensing a forward vehicle when a brake signal is applied; (b) operating a regenerative braking device by a basically set regenerative braking value when the forward vehicle is not sensed or calculating the distance to the forward vehicle and a braking distance requested by a driver when the forward vehicle is sensed; (c) comparing an α value obtained by subtracting a safety distance to the forward vehicle at a final stop from the distance to the forward vehicle with a β value obtained by subtracting the regenerative braking distance in accordance with the basically set regenerative braking value from the braking distance requested by a driver based on the brake pedal sensor (BPS) signal; (d) operating the regenerative braking device by the basically set regenerative braking value when the β value is greater than the α value, or getting prepared to increase the maximum regenerative braking value to the α value when the α value is greater than the β value; (e) determining a driving location of a vehicle to operate the regenerative braking device by the basically set regenerative braking value when the vehicle is on a decline or operating the regenerative braking device by the maximum regenerative braking value prepared in the step (d) when it is on an incline or flat ground; and (f) recognizing the vehicle as stopped to stop operating the regenerative braking device when a distance to the forward vehicle is the same as the value of the safety distance and the speed of the vehicle becomes 0 or returning to the step (a) when the distance to the forward vehicle is not the same as the safety distance value or the speed of the vehicle is not 0.

Description

xEV 차량의 주행 인지 기반 회생제동 제어방법{Regenerative braking control method based on driving perception of xEV vehicles}TECHNICAL FIELD [0002] Regenerative braking control method based on driving perception of xEV vehicles

본 발명은 xEV 차량의 회생제동 제어 방법에 관한 것으로, 보다 상세하게는 전방 차량 감지 및 주행 위치 정보를 활용하여 회생 제동량을 최적으로 조절하는 xEV 차량의 주행 인지 기반 회생제동 제어 방법에 관한 것이다.The present invention relates to a method for controlling regenerative braking of an xEV vehicle, and more particularly, to a driving recognition-based regenerative braking control method for an xEV vehicle that optimally adjusts the amount of regenerative braking by using detection of a front vehicle and driving position information.

최근 자동차 산업은 기존 내연기관 자동차에서 xEV(예 : HEV, PHEV, BEV, FCEV 등)로 자동차용 원동기의 패러다임이 변화하고 있다. 전기모터가 주요 동력원으로 사용되는 xEV에서 회생제동(Regenerative braking) 기술은 차량의 제동 시 마찰열로 소실되는 차량의 운동에너지를 전기에너지로 변환하여 배터리 또는 울트라 커패시터(Ultra Capacitor)와 같은 전기 저장장치에 저장한 후, 이를 구동 에너지로 다시 사용할 수 있도록 하는 기술로서, 전기모터를 발전기로 활용하여 부하력을 발생시킴으로써 차량의 감속과 동시에 전기에너지가 생성, 발전되는 방식으로 작동된다.Recently, in the automobile industry, the paradigm of automobile prime movers is changing from conventional internal combustion engine vehicles to xEVs (eg HEV, PHEV, BEV, FCEV, etc.). In xEVs, where an electric motor is used as the main power source, regenerative braking technology converts the vehicle's kinetic energy, which is dissipated as frictional heat when braking the vehicle, into electrical energy, which is then stored in an electric storage device such as a battery or an ultra-capacitor. After being stored, it is a technology that can be used again as driving energy. By using an electric motor as a generator to generate a load force, it is operated in such a way that electric energy is generated and generated at the same time as the vehicle is decelerated.

이러한 회생제동 기술은, 가속 및 감속이 빈번한 도심주행 환경에서 차량의 에너지 효율을 향상시킬 수 있어 에너지 효율 개선의 핵심 기술로서 꼽히고 있다.This regenerative braking technology can improve the energy efficiency of a vehicle in a city driving environment where acceleration and deceleration are frequent, and is considered as a core technology for improving energy efficiency.

그러나, 차량의 주행환경에는 다양한 변수가 존재하며, 특히 운전자의 운전성향 및 패턴 또한 일관적이지 않기에 보다 능동적으로 최대 회생제동 에너지를 회수하는데 어려움이 있으나, 종래 회생제동 기술은 이러한 실제 주행 상황을 고려하지 않아 보다 효율적인 회생 제동 에너지 회수가 이루어지지 않는 문제점이 있었다.However, there are various variables in the driving environment of the vehicle, and in particular, the driving tendency and pattern of the driver are also inconsistent, so it is difficult to more actively recover the maximum regenerative braking energy. There was a problem in that more efficient regenerative braking energy recovery was not made because it was not taken into account.

따라서, 실제 주행 상황을 고려한 회생제동 제어방식의 필요성이 요구되고 있다.Therefore, there is a need for a regenerative braking control method in consideration of the actual driving situation.

한국등록특허 제10-0259898호Korean Patent No. 10-0259898

본 발명은 상기의 문제점을 해결하기 위하여 제안되는 것으로, 전방 차량 감지 및 주행 위치 정보를 활용하여 최대의 회생제동 에너지 회수가 가능한 영역을 판단하여 회수되는 전기에너지의 양을 최대화해서 2차전지 충전을 극대화할 수 있는 xEV 차량의 주행 인지 기반 회생제동 제어방법을 제공하는데 목적이 있다.The present invention is proposed to solve the above problems, and by using the detection of the front vehicle and driving location information to determine the area in which the maximum regenerative braking energy recovery is possible, the amount of recovered electric energy is maximized to charge the secondary battery. The purpose is to provide a method for controlling regenerative braking based on driving perception of an xEV vehicle that can be maximized.

상기 과제를 해결하기 위한 본 발명의 실시 예에 따른 xEV 차량의 주행 인지 기반 회생제동 제어방법은, (a) 브레이크 신호 인가 시 전방 차량을 감지하는 단계; (b) 전방 차량이 감지되지 않을 경우 기본 설정 회생제동 값만큼 회생제동장치를 작동하며, 전방 차량이 감지될 경우 전방 차량과의 거리와 운전자 요구 제동 거리를 산출하는 단계; (c) 전방 차량과의 거리에서 최종 정차 시 앞차와의 안전거리를 뺀 α 값과, 상기 브레이크 페달센서(BPS) 신호 기반 운전자 요구 제동 거리에서 기본 회생제동 설정 값으로 인한 회생제동 거리를 뺀 β값을 비교하는 단계; (d) 상기 β 값이 더 클 경우, 기본 설정 회생제동 값만큼 회생제동장치를 작동하며, 상기 α 값이 더 클 경우, α 값만큼 최대 회생제동 값을 증가시킬 준비를 하는 단계; (e) 차량 주행 위치를 판단하여 내리막일 경우 기본 설정 회생제동 값만큼 회생제동장치를 작동하며, 오르막이나 평지일 경우, 상기 (d) 단계에서 준비된 최대 회생제동 값만큼 회생제동장치를 작동하는 단계 및 (f) 전방 차량과의 거리가 안전거리 값과 동일해지고 차량의 속도가 0이 될 경우, 차량이 정지한 것으로 인식하여 회생제동장치의 작동을 정지하며, 전방 차량과의 거리가 안전거리 값과 동일하지 않거나 차량의 속도가 0이 아닐 경우, 상기 (a) 단계로 회귀하는 단계를 포함하여 구성될 수 있다.A driving recognition-based regenerative braking control method of an xEV vehicle according to an embodiment of the present invention for solving the above problems includes the steps of: (a) detecting a vehicle in front when a brake signal is applied; (b) operating the regenerative braking device as much as the default regenerative braking value when the vehicle in front is not detected, and calculating a distance to the vehicle in front and a braking distance required by the driver when the vehicle in front is detected; (c) The α value obtained by subtracting the safe distance from the vehicle in front when the vehicle is finally stopped from the distance from the vehicle in front, and β obtained by subtracting the regenerative braking distance due to the basic regenerative braking setting value from the braking distance required by the driver based on the brake pedal sensor (BPS) signal comparing values; (d) operating the regenerative braking device by a default regenerative braking value when the β value is larger, and preparing to increase the maximum regenerative braking value by the α value when the α value is larger; (e) determining the driving position of the vehicle and operating the regenerative braking system as much as the default regenerative braking value when it is downhill, and operating the regenerative braking system by the maximum regenerative braking value prepared in step (d) when it is uphill or flat and (f) when the distance from the vehicle in front becomes the same as the safety distance value and the vehicle speed becomes 0, the vehicle is recognized as stopped and the operation of the regenerative braking device is stopped, and the distance from the vehicle in front is the safety distance value If not equal to or when the vehicle speed is not 0, it may be configured to include a step of returning to step (a).

여기서, 상기 (a) 단계의 전방 차량 감지와, 상기 (b) 단계의 전방 차량과의 거리는 Radar 센서와 LiDAR 센서 중 어느 하나의 단독 센싱 또는 이들의 복합 센싱을 통해 이루어질 수 있다.Here, the distance between the detection of the front vehicle in step (a) and the vehicle ahead in step (b) may be achieved through single sensing of any one of a radar sensor and a LiDAR sensor or a combination sensing thereof.

또한, 상기 (e) 단계의 차량 주행 위치 판단은, GPS와 관성 측정장치(IMU) 중 어느 하나의 단독 측정 또는 이들의 복합 측정을 통해 판단할 수 있다.In addition, the determination of the vehicle driving position in step (e) may be determined through single measurement of any one of the GPS and the inertial measurement unit (IMU) or a combination measurement thereof.

또한, 상기 운전자 요구 제동 거리는, 상기 브레이크 페달센서(BPS)를 통해 산출되는 값에서 차량의 무게 값을 고려한 보정 값이 가감되어 산출될 수 있다.In addition, the driver's required braking distance may be calculated by adding or subtracting a correction value in consideration of the weight of the vehicle from a value calculated through the brake pedal sensor BPS.

또한, 상기 운전자 요구 제동 거리는, 상기 브레이크 페달센서(BPS)를 통해 산출되는 값에서 주행 도로의 환경을 고려한 보정 값이 가감되어 산출될 수 있다.In addition, the driver's required braking distance may be calculated by adding or subtracting a correction value in consideration of the driving road environment from a value calculated through the brake pedal sensor BPS.

또한, 상기 (e) 단계에서, 차량의 주행 위치를 곡선 도로인지 직선 도로인지를 더 판단하며, 곡선 도로로 판단될 경우 상기 최대 회생제동 값에 보정 값을 더하여 회생제동을 수행할 수 있다.Further, in step (e), it is further determined whether the driving position of the vehicle is a curved road or a straight road, and when it is determined that the driving position is a curved road, regenerative braking may be performed by adding a correction value to the maximum regenerative braking value.

또한, 상기 (a) 단계는, 전방 차량 감지 시에 주변 차로도 함께 인식하여 감지를 수행할 수 있다.In addition, in the step (a), the detection may be performed by recognizing a surrounding vehicle as well when a vehicle ahead is detected.

또한, 상기 (a) 단계는, 전방 차량 감지와 함께 전기 저장장치의 충전율을 판단하며, 충전율이 설정된 기준치를 초과할 경우, 회생제동장치의 작동을 정지할 수 있다.In addition, in step (a), the charging rate of the electric storage device is determined together with the detection of the front vehicle, and when the charging rate exceeds a set reference value, the operation of the regenerative braking device may be stopped.

본 발명의 실시 예에 따른 xEV 차량의 주행 인지 기반 회생제동 제어방법은, 전기모터로 인한 감속부하를 추가적으로 증대시켜 회생제동을 통한 전기에너지 발생량을 증가시킬 수 있다.The driving recognition-based regenerative braking control method of an xEV vehicle according to an embodiment of the present invention may additionally increase a deceleration load caused by an electric motor to increase the amount of electrical energy generated through regenerative braking.

또한, 본 발명의 실시 예에 따른 xEV 차량의 주행 인지 기반 회생제동 제어방법은, 다양한 주행 변수를 고려한 회생제동을 수행하여 최적으로 전기에너지 발생량을 증가시킬 수 있다.In addition, the driving recognition-based regenerative braking control method of an xEV vehicle according to an embodiment of the present invention can optimally increase the amount of electrical energy generated by performing regenerative braking in consideration of various driving variables.

또한, 위에서 언급된 본 발명의 실시예에 따른 효과는 기재된 내용에만 한정되지 않고, 명세서 및 도면으로부터 예측 가능한 모든 효과를 더 포함할 수 있다.In addition, the above-mentioned effects according to the embodiments of the present invention are not limited to the described contents, and may further include all effects predictable from the specification and drawings.

도 1은 본 발명의 실시 예에 따른 xEV 차량의 주행 인지 기반 회생제동 제어방법을 수행할 수 있는 회생제동 제어장치의 구성을 나타낸 블록도이다.
도 2는 본 발명의 실시 예에 따른 xEV 차량의 주행 인지 기반 회생제동 제어방법의 알고리즘을 예시한 도면이다.
도 3은 도 2의 알고리즘의 α 및 β 값을 포함하는 각 변수를 설명하기 위해 개략화한 도면이다.
도 4는 본 발명의 실시 예에 따른 xEV 차량의 주행 인지 기반 회생제동 제어방법의 효과를 나타내는 도면이다.1 is a block diagram illustrating a configuration of a regenerative braking control apparatus capable of performing a driving recognition-based regenerative braking control method of an xEV vehicle according to an embodiment of the present invention.
2 is a diagram illustrating an algorithm of a driving perception-based regenerative braking control method of an xEV vehicle according to an embodiment of the present invention.
FIG. 3 is a diagram schematically illustrating each variable including α and β values of the algorithm of FIG. 2 .
4 is a diagram illustrating an effect of a driving recognition-based regenerative braking control method of an xEV vehicle according to an embodiment of the present invention.

이하, 도면을 참조한 본 발명의 설명은 특정한 실시 형태에 대해 한정되지 않으며, 다양한 변환을 가할 수 있고 여러 가지 실시예를 가질 수 있다. 또한, 이하에서 설명하는 내용은 본 발명의 사상 및 기술 범위에 포함되는 모든 변환, 균등물 내지 대체물을 포함하는 것으로 이해되어야 한다.Hereinafter, the description of the present invention with reference to the drawings is not limited to specific embodiments, and various modifications may be made and various embodiments may be provided. In addition, it should be understood that the content described below includes all transformations, equivalents, and substitutes included in the spirit and scope of the present invention.

이하의 설명에서 제1, 제2 등의 용어는 다양한 구성요소들을 설명하는데 사용되는 용어로서, 그 자체에 의미가 한정되지 아니하며, 하나의 구성요소를 다른 구성요소로부터 구별하는 목적으로만 사용된다.In the following description, terms such as first and second are terms used to describe various components, meanings are not limited thereto, and are used only for the purpose of distinguishing one component from other components.

본 명세서 전체에 걸쳐 사용되는 동일한 참조번호는 동일한 구성요소를 나타낸다.Like reference numbers used throughout this specification refer to like elements.

본 발명에서 사용되는 단수의 표현은 문맥상 명백하게 다르게 뜻하지 않는 한, 복수의 표현을 포함한다. 또한, 이하에서 기재되는 "포함하다", "구비하다" 또는 "가지다" 등의 용어는 명세서상에 기재된 특징, 숫자, 단계, 동작, 구성요소, 부품 또는 이들을 조합한 것이 존재함을 지정하려는 것으로 해석되어야 하며, 하나 또는 그 이상의 다른 특징들이나, 숫자, 단계, 동작, 구성요소, 부품 또는 이들을 조합한 것들의 존재 또는 부가 가능성을 미리 배제하지 않는 것으로 이해되어야 한다.As used herein, the singular expression includes the plural expression unless the context clearly dictates otherwise. In addition, terms such as "comprises", "comprising" or "have" described below are intended to designate the existence of features, numbers, steps, operations, components, parts, or combinations thereof described in the specification. It should be construed as not precluding the possibility of the presence or addition of one or more other features, numbers, steps, operations, components, parts, or combinations thereof.

또한, 명세서에 기재된 "??부", "??기", "모듈" 등의 용어는 적어도 하나의 기능이나 동작을 처리하는 단위를 의미하며, 이는 하드웨어나 소프트웨어 또는 하드웨어 및 소프트웨어의 결합으로 구현될 수 있다.In addition, terms such as "unit", "unit", and "module" described in the specification mean a unit that processes at least one function or operation, which is implemented by hardware or software or a combination of hardware and software. can be

구체적으로 설명하기에 앞서, 본 발명은 전기모터를 주 동력원으로 하는 xEV 차량에 있어서 회생제동을 제어하는 방법에 관한 것으로, HEV, PHEV, BEV, FCEV 등 현재 개발되거나 상용화된 xEV 차량은 물론, 차후 개발되거나 상용화될 xEV 차량에 모두 적용될 수 있다. Prior to being described in detail, the present invention relates to a method of controlling regenerative braking in an xEV vehicle using an electric motor as a main power source. It can be applied to all xEV vehicles to be developed or commercialized.

또한, 설명되는 회생제동 제어방법을 수행하기 위해 본 발명의 xEV 차량은 차량의 상태를 파악할 수 있는 센서와 차량의 주변 상태를 파악할 수 있는 수단을 모두 포함하여 구성될 수 있다.In addition, in order to perform the described regenerative braking control method, the xEV vehicle of the present invention may be configured to include both a sensor capable of grasping the state of the vehicle and a means capable of grasping the surrounding state of the vehicle.

예컨대, 차량의 상태 즉, 차량의 무게나 속도, 제동 상태, 위치, 기울기 등을 파악하기 위해 무게 센서, 속도 감지 센서, 홀 센서, 브레이크 페달센서(BPS; Brake Pedal Sensor), GPS, 관성 측정장치(IMU) 등을 마련할 수 있고, 차량의 주변 상태 즉, 전방 차량 감지/거리 판단, 차선 파악, 도로 상황 파악 등을 위해 Radar 센서, LiDAR 센서, 차선 감지 센서, 레인 센서, 온도 센서, 습도 센서, 카메라 등의 수단을 마련할 수 있다.For example, a weight sensor, a speed sensor, a hall sensor, a brake pedal sensor (BPS), a GPS, and an inertial measurement device to determine the state of the vehicle, that is, the weight or speed of the vehicle, the braking state, the position, and the inclination. (IMU), etc. can be provided, and a radar sensor, a LiDAR sensor, a lane detection sensor, a rain sensor, a temperature sensor, a humidity sensor, etc. can be provided to detect the vehicle's surroundings, that is, to detect the vehicle ahead/distance, determine the lane, and determine the road condition. , cameras, and the like can be provided.

또한, 설명되는 회생제동 제어방법을 수행하기 위해 본 발명의 xEV 차량은 지리정보시스템(GIS; Geographic Information System), 네비게이션 시스템, 기상 정보 시스템, 교통 도로 정보 시스템 등 다양한 시스템에 연동될 수 있다.In addition, in order to perform the described regenerative braking control method, the xEV vehicle of the present invention may be linked to various systems such as a geographic information system (GIS), a navigation system, a weather information system, a traffic road information system, and the like.

또한, 이외에도 설명되지 아니하였으나, 차량의 다양한 상태나 주변 상황을 파악할 수 있는 수단이라면 모두 포함될 수 있으며, 차량의 상태나 주행 도로의 상황 파악이 가능한 각종 시스템에 연동될 수 있다.In addition, although not described above, any means capable of grasping various states or surrounding conditions of the vehicle may be included, and may be linked to various systems capable of identifying the state of the vehicle or the state of the driving road.

따라서, 이하에서는 설명되는 다양한 구성 중 어느 구성에 있어 특별히 한정하지 않는다면, 설명되는 구성을 수행할 수 있는 수단이나 시스템을 직접적으로 기재하지 않았어도 해당 구성을 수행할 수 있는 수단이나 시스템에 행해질 수 있는 것으로 이해되어야 한다.Therefore, unless specifically limited in any of the various configurations to be described below, even if the means or system for performing the described configuration are not directly described, it can be performed on the means or the system capable of performing the configuration. should be understood

이하, 첨부된 도면을 참조하여 본 발명의 실시 예에 따른 xEV 차량의 주행 인지 기반 회생제동 제어방법을 상세히 설명하기로 한다.Hereinafter, a driving perception-based regenerative braking control method of an xEV vehicle according to an embodiment of the present invention will be described in detail with reference to the accompanying drawings.

도 1은 본 발명의 실시 예에 따른 xEV 차량의 주행 인지 기반 회생제동 제어방법을 수행할 수 있는 회생제동 제어장치의 구성을 나타낸 블록도이다.1 is a block diagram illustrating a configuration of a regenerative braking control apparatus capable of performing a driving recognition-based regenerative braking control method of an xEV vehicle according to an embodiment of the present invention.

먼저, 도 1을 참조하면, 본 발명의 xEV 차량의 주행 인지 기반 회생제동 제어방법을 수행할 수 있는 회생제동 제어장치의 구성은, 전방의 차량을 감지하고 전방 차량과의 거리를 감지하는 전방차량 감지부(10), xEV 차량의 주변 차로를 인식하는 차로 인식부(20), xEV 차량의 제동위치를 판단하는 제동위치 판단부(30), xEV 차량의 무게를 감지하는 차량무게 감지부(40), xEV 차량의 주행환경을 감지하는 주행환경 판단부(50), xEV 차량의 주행위치를 판단하는 주행위치 판단부(60), xEV 차량의 동력원인 배터리의 과충전을 감지하는 과충전 방지 모듈(70) 및 상술한 구성(10 내지 70)들로부터 감지, 판단, 인식되는 정보들을 전달 받아 최적의 값으로 회생제동을 수행하는 회생제동 제어부(80)를 포함하여 구성될 수 있다.First, referring to FIG. 1 , the configuration of the regenerative braking control apparatus capable of performing the driving recognition-based regenerative braking control method of an xEV vehicle of the present invention is a front vehicle that detects a vehicle in front and detects a distance from the vehicle in front. The detection unit 10, the lane recognition unit 20 for recognizing a surrounding lane of the xEV vehicle, the braking position determination unit 30 for determining the braking position of the xEV vehicle, and the vehicle weight detection unit 40 for detecting the weight of the xEV vehicle ), a driving environment determination unit 50 for detecting the driving environment of the xEV vehicle, a driving position determination unit 60 for determining the driving position of the xEV vehicle, and an overcharge prevention module 70 for detecting overcharge of the battery, which is the power source of the xEV vehicle ) and the regenerative braking control unit 80 that receives information sensed, judged, and recognized from the above-described components 10 to 70 and performs regenerative braking with an optimal value.

도 2는 본 발명의 실시 예에 따른 xEV 차량의 주행 인지 기반 회생제동 제어방법의 알고리즘을 예시한 도면이며, 도 3은 도 2의 알고리즘의 α 및 β 값을 포함하는 각 변수를 설명하기 위해 개략화한 도면이고, 도 4는 본 발명의 실시 예에 따른 xEV 차량의 주행 인지 기반 회생제동 제어방법의 효과를 나타내는 도면이다.2 is a diagram illustrating an algorithm of a driving recognition-based regenerative braking control method of an xEV vehicle according to an embodiment of the present invention, and FIG. 3 is a schematic diagram to explain each variable including α and β values of the algorithm of FIG. 2 4 is a view showing the effect of the driving recognition-based regenerative braking control method of an xEV vehicle according to an embodiment of the present invention.

도 2 내지 도 4를 참조하면, 본 발명의 실시 예에 따른 xEV 차량의 주행 인지 기반 회생제동 제어방법은, (a) 브레이크 신호 인가 시 전방 차량을 감지하는 단계(S10), (b) 전방 차량이 감지되지 않을 경우 기본 설정 회생제동 값만큼 회생제동장치를 작동하며, 전방 차량이 감지될 경우 전방 차량과의 거리와 운전자 요구 제동 거리를 산출하는 단계(S20), (c) 전방 차량과의 거리에서 최종 정차 시 앞차와의 안전거리를 뺀 α 값과, 상기 브레이크 페달센서(BPS) 신호 기반 운전자 요구 제동 거리에서 기본 회생제동 설정 값으로 인한 회생제동 거리를 뺀 β값을 비교하는 단계(S30), (d) 상기 β 값이 더 클 경우, 기본 설정 회생제동 값만큼 회생제동장치를 작동하며, 상기 α 값이 더 클 경우, α 값만큼 최대 회생제동 값을 증가시킬 준비를 하는 단계(S40), (e) 차량 주행 위치를 판단하여 내리막일 경우 기본 설정 회생제동 값만큼 회생제동장치를 작동하며, 오르막이나 평지일 경우, 상기 (d) 단계에서 준비된 최대 회생제동 값만큼 회생제동장치를 작동하는 단계(S50) 및 (f) 전방 차량과의 거리가 안전거리 값과 동일해지고 차량의 속도가 0이 될 경우, 차량이 정지한 것으로 인식하여 회생제동장치의 작동을 정지하며, 전방 차량과의 거리가 안전거리 값과 동일하지 않거나 차량의 속도가 0이 아닐 경우, 상기 (a) 단계로 회귀하는 단계(S60)를 포함하여 구성될 수 있다.2 to 4 , the driving recognition-based regenerative braking control method of an xEV vehicle according to an embodiment of the present invention includes (a) detecting a front vehicle when a brake signal is applied (S10), (b) a front vehicle If this is not detected, the regenerative braking system is operated as much as the default regenerative braking value, and when a vehicle in front is detected, calculating the distance to the vehicle in front and the braking distance required by the driver (S20), (c) Distance to the vehicle in front Comparing the α value obtained by subtracting the safety distance from the vehicle in front at the final stop and the β value obtained by subtracting the regenerative braking distance due to the basic regenerative braking setting value from the driver's required braking distance based on the brake pedal sensor (BPS) signal (S30) , (d) operating the regenerative braking device by the default regenerative braking value when the β value is larger, and preparing to increase the maximum regenerative braking value by the α value when the α value is larger (S40) , (e) determining the vehicle driving position and operating the regenerative braking system as much as the default regenerative braking value when going downhill Steps (S50) and (f) when the distance to the vehicle ahead becomes equal to the safety distance value and the vehicle speed becomes 0, the vehicle is recognized as stopped and the operation of the regenerative braking device is stopped, and the distance from the vehicle in front When is not equal to the safety distance value or the vehicle speed is not 0, it may be configured to include a step (S60) of returning to step (a).

구체적으로, (a) 브레이크 신호 인가 시 전방 차량을 감지하는 S10 단계는, 전방차량 감지부(10)로부터 전방 차량의 유/무를 감지할 수 있으며, 전방차량 감지부(10)는 전방 차량의 감지를 Radar 센서와 LiDAR 센서 중 어느 하나의 단독 센싱 또는 이들의 복합 센싱으로 이루어질 수 있다.Specifically, (a) step S10 of detecting the vehicle in front when the brake signal is applied may detect the presence/absence of the vehicle in front from the front vehicle detection unit 10, and the front vehicle detection unit 10 detects the vehicle in front may be performed by either single sensing of any one of the Radar sensor and the LiDAR sensor, or a combination sensing thereof.

즉, Radar 센서만을 구비하여 전방 차량 감지를 수행할 수도 있고, LiDAR 센서만을 구비하여 전방 차량 감지를 수행할 수도 있으며, Radar와 LiDAR 센서 모두 구비하여 전방 차량 감지를 수행할 수도 있는 것이다.That is, forward vehicle detection may be performed by using only a radar sensor, forward vehicle detection may be performed by using only a LiDAR sensor, and forward vehicle detection may be performed by using both a radar and a LiDAR sensor.

여기서, Radar 센서는 거리와 속도를 직접 감지할 수 있고, LiDAR 센서보다 열악한 환경에서도 원거리 인식이 가능하며, LiDAR 센서는 객체와 거리 이미지를 형성 인식이 가능한 분해능으로 얻을 수 있어, Radar 센서와 LiDAR센서의 복합 센싱으로 차량을 감지하는 것이 가장 바람직하다.Here, the Radar sensor can directly detect the distance and speed, and it is possible to recognize a distance even in a harsh environment than the LiDAR sensor. It is most desirable to detect the vehicle by the complex sensing of

보다 구체적으로, LiDAR 센서는 근거리에서 사용하고 Radar 센서는 원거리에서 사용할 수 있는 것으로, 근거리와 원거리의 기준은 사용자나 차량 제작자의 설정에 따라 달라질 수 있다. More specifically, the LiDAR sensor can be used at a short distance and the Radar sensor can be used at a long distance.

또한, S10 단계는 전방 차량 감지 시에 차로 인식부(20)를 통해 주변 차로도 함께 인식하여 감지를 수행할 수 있다. 이는, Radar 센서나 LiDAR 센서 등 전방 차량 감지 센서의 화각이 차량의 주행 차선을 벗어나 다른 차선의 주행 차량을 전방 차량으로 인식하거나, 차량이 차선을 바꾸는 등에 있어 오차를 줄이기 위함으로, 차선 감지 센서 등을 이용하여 주변 차로를 함께 인식할 수 있다.Also, in step S10 , when the vehicle ahead is detected, the vehicle may be detected by recognizing the surrounding lane through the lane recognition unit 20 . This is to reduce errors when the angle of view of a front vehicle detection sensor, such as a radar sensor or a LiDAR sensor, deviates from the vehicle's driving lane and recognizes a driving vehicle in another lane as a forward vehicle, or when the vehicle changes lanes. can be used to recognize nearby lanes together.

상기와 같은 S10 단계를 거쳐 전방 차량의 유/무를 감지하면, S20 단계를 통해 전방 차량의 유/무에 따라 회생제동 제어부(80)의 제어를 통해 기본 설정 회생제동 값만큼 회생제동장치를 작동하거나, 전방 차량과의 거리와 운전자 요구 제동 거리를 산출할 수 있다.When the presence/absence of the vehicle in front is detected through step S10 as described above, the regenerative braking device is operated as much as the default regenerative braking value through the control of the regenerative braking controller 80 according to the presence/absence of the vehicle in front through step S20, or , it is possible to calculate the distance to the vehicle in front and the braking distance required by the driver.

보다 구체적으로, 전방차량 감지부(10)로부터 전방 차량이 설정된 거리 내에 감지될 경우 회생제동 제어부(80)는 기본 설정 회생제동 값만큼 회생제동장치를 작동하며, 전방 차량이 감지되지 않을 경우 회생제동 제어부(80)에서 최대 회생제동 값으로 작동하기 위한 전방 차량과의 거리와 운전자 요구 제동 거리를 산출할 수 있다.More specifically, when the front vehicle is detected within a set distance from the front vehicle detection unit 10 , the regenerative braking control unit 80 operates the regenerative braking device as much as the default regenerative braking value, and when the front vehicle is not detected, the regenerative braking The controller 80 may calculate a distance from the vehicle in front and a required braking distance for the driver to operate at the maximum regenerative braking value.

여기서, 전방 차량과의 거리 산출은, 전방차량 감지부(10)를 통해 상술한 Radar 센서나 LiDAR 센서의 단독 센싱 또는 복합 센싱으로 이루어질 수 있으며, 이에 한정되지 않고 다른 방식을 이용할 수도 있다. 예컨대, 각 차량의 GPS를 통한 전방 차량과의 거리를 측정할 수도 있으며, GPS는 따로 장착하거나 각 차량의 네비게이션 시스템에 장착되거나 연동된 GPS를 이용할 수도 있다.Here, the calculation of the distance to the vehicle in front may be performed by single sensing or complex sensing of the above-described Radar sensor or LiDAR sensor through the front vehicle detection unit 10, but is not limited thereto, and other methods may be used. For example, the distance to the vehicle in front may be measured through the GPS of each vehicle, and the GPS may be separately installed, or a GPS installed in or linked to the navigation system of each vehicle may be used.

또한, 운전자 요구 제동 거리 산출은, 제동위치 판단부(30)를 통해 브레이크와 연동되는 브레이크 페달센서(BPS)를 기반하여 산출될 수 있다. 즉, 제동위치 판단부(30)는 브레이크 페달센서(BPS)를 포함하여 구성될 수 있으며, 브레이크 페달센서(BPS)는 브레이크의 답력을 측정하여 운전자 요구 제동 거리를 산출하게 된다.In addition, the calculation of the required braking distance may be calculated based on the brake pedal sensor BPS interlocked with the brake through the braking position determination unit 30 . That is, the braking position determining unit 30 may include a brake pedal sensor BPS, and the brake pedal sensor BPS calculates the required braking distance by measuring the braking force of the brake.

이때, 운전자 요구 제동 거리 산출은, 브레이크 페달센서(BPS)만을 통해 산출되는 값만을 절대적으로 할 수도 있으나, 브레이크 페달센서(BPS)를 통해 산출되는 값에서 차량무게 감지부(40)를 통해 측정되는 차량의 무게 값을 고려한 보정 값이 가감되어 산출될 수도 있다. At this time, the calculation of the required braking distance may be absolutely only a value calculated through only the brake pedal sensor (BPS), but the value calculated through the brake pedal sensor (BPS) is measured through the vehicle weight sensor A correction value in consideration of the weight value of the vehicle may be added or subtracted.

즉, 브레이크의 답력에 차량의 무게를 고려하여 운전자 요구 제동 거리 산출이 이루어지는 것이다. 이때, 차량무게 감지부(40)는 차량의 무게를 차량의 바퀴 등에 가해지는 무게 등을 측정할 수도 있으나, 트레일러나 캠핑카 등 후방에 부가적인 차량이 장착되는 차량들을 고려하여, 수동으로 입력하게 형성될 수도 있다. 이를 위해, 차량무게 감지부(40)는 무게 감지 센서, 압력 센서 등과 연동되어 자동으로 무게를 감지하는 자동 무게 입력모듈(41) 및 운전자가 수동으로 무게를 입력하는 수동 무게 입력모듈(42)를 포함하여 구성될 수도 있다. That is, the braking distance required by the driver is calculated by taking the weight of the vehicle into consideration for the braking force. At this time, the vehicle weight detection unit 40 may measure the weight of the vehicle, such as the weight applied to the wheels of the vehicle, etc., but considering vehicles in which an additional vehicle is mounted at the rear, such as a trailer or a camper, is manually input. could be To this end, the vehicle weight detection unit 40 includes an automatic weight input module 41 that automatically detects weight in conjunction with a weight detection sensor, a pressure sensor, and the like, and a manual weight input module 42 that allows the driver to manually input weight. It may be configured to include.

또한, 운전자 요구 제동 거리 산출은, 브레이크 페달센서(BPS)만을 통해 산출되는 값에서 주행환경 판단부(50)를 통해 산출된 주행 도로의 환경을 고려한 보정 값이 가감되어 산출될 수도 있다.In addition, the calculation of the required braking distance may be calculated by adding or subtracting a correction value in consideration of the driving road environment calculated through the driving environment determination unit 50 from a value calculated only through the brake pedal sensor BPS.

즉, 브레이크 답력에 주행 도로의 환경을 고려하여 운전자 요구 제동 거리 산출이 이루어지는 것이다. 여기서, 주행 도로의 환경은 빙판길, 눈길, 빗길, 비포장 도로길, 산길 등 다양한 주행 환경을 의미하는 것으로, 주행환경 판단부(50)는 레인 센서 등을 마련하거나 기상 정보 시스템, 교통 도로 정보 시스템 등과 연동되고, 운전자의 수동 입력에 의하여 판단되는 상기의 주행 도로 환경에 따라 제동위치 판단부(30)를 통해 산출되는 운전자 요구 제동 거리 산출에 보정 값을 가감할 수 있다.That is, the braking distance required by the driver is calculated by considering the brake pedal force and the driving road environment. Here, the driving road environment means various driving environments such as icy road, snowy road, rain road, unpaved road road, and mountain road. The correction value may be added to or subtracted from the calculation of the required braking distance calculated by the braking position determining unit 30 according to the driving road environment determined by the driver's manual input and interlocking with the driver's manual input.

예컨대, 빙판길에서는 브레이크 답력에도 더 밀려날 수 있으므로, 기존 브레이크 답력보다 적은 답력으로 보정할 수 있고, 비포장 도로길 등은 브레이크 답력에도 덜 밀려날 수 있으므로, 기존 브레이크 답력보다 많은 답력으로 보정할 수가 있다.For example, on an icy road, since the brake pedal force can be pushed more, it can be corrected with a pedal effort less than the existing brake pedal force.

상기와 같은 차량의 무게 값 또는 주행 도로의 환경을 고려하면 운전자 요구 제동 거리는 보다 정확하게 산출될 수 있다.Considering the vehicle weight value or the driving road environment as described above, the driver's required braking distance may be more accurately calculated.

아울러, 운전자 요구 제동 거리 산출은, 속도 감지 센서, 홀 센서 등을 통해서도 이루어질 수 있으며, 제동위치 판단부(30)는 상기 브레이크 페달센서(BPS), 속도 감지 센서, 홀 센서 등 다양한 센싱 정보를 토대로 제동위치를 판단할 수 있다. In addition, the calculation of the braking distance required by the driver may be made through a speed sensor, a hall sensor, etc., and the braking position determination unit 30 is based on various sensing information such as the brake pedal sensor (BPS), a speed sensor, and a hall sensor. The braking position can be determined.

상기와 같은 S20 단계에서 전방 차량과의 거리와 운전자 요구 제동 거리의 산출이 이루어지면, S30 단계에서 회생제동 제어부(80)는 전방차량 감지부(10)와 제동위치 판단부(30)로부터 각 산출 정보를 전달 받아 전방 차량과의 거리에서의 최종 정차 시 앞차와의 거리를 뺀 α 값과, 브레이크 페달센서(BPS) 신호 기반 운전자 요구 제동 거리에서 기본 설정 회생제동 값으로 인한 회생제동 거리를 뺀 β값을 각각 산출하여 비교할 수 있다.When the distance to the front vehicle and the required braking distance are calculated in step S20 as described above, in step S30 , the regenerative braking control unit 80 calculates each from the front vehicle detection unit 10 and the braking position determination unit 30 . β obtained by subtracting the distance from the vehicle in front at the final stop at the distance from the vehicle in front after receiving information, and β minus the regenerative braking distance due to the default regenerative braking value from the braking distance required by the driver based on the brake pedal sensor (BPS) signal Each value can be calculated and compared.

여기서, α 값과 β값의 비교에 따라, S40 단계에서 회생제동 제어부(80)는 기본 설정 회생제동 값만큼 회생제동장치를 작동하거나, α 값만큼의 회생제동 거리를 증가시킬 준비를 하도록 형성될 수 있다.Here, according to the comparison of the α value and the β value, in step S40, the regenerative braking control unit 80 operates the regenerative braking device by the default regenerative braking value or increases the regenerative braking distance by the α value. can

보다 구체적으로, α 값과 β값을 비교하였을 시에 β값이 더 클 경우에는, 기본 설정 회생제동 값만큼 회생제동장치를 작동하며, α 값이 더 클 경우에는 α 값까지의 최대 회생제동 값을 증가시킬 준비를 하는 것이다.More specifically, when α value and β value are compared, if β value is larger, the regenerative braking device is operated as much as the default regenerative braking value, and when α value is larger, the maximum regenerative braking value up to α value to prepare to increase

이후, S50 단계에서 주행위치 판단부(60)를 통해 차량 주행 위치를 판단하여 내리막일 경우에는 기본 설정 회생제동 값만큼 작동하고, 오르막이나 평지일 경우에는 S40 단계에서 준비된 최대 회생제동 거리 즉 α 값까지의 거리까지 회생제동장치를 작동할 수 있다.Then, in step S50, the vehicle driving position is determined through the driving position determining unit 60, and in the case of downhill, the default regenerative braking value is operated, and in the case of uphill or flat ground, the maximum regenerative braking distance prepared in step S40, that is, the α value The regenerative braking system can be operated up to a distance of

이를 통해, 본 발명의 회생제동 제어방법은 산출된 전방차량과의 제동거리 여분이 확보되고 내리막 경사로가 아닐 때, 도 3에 도시된 바와 같이 전기모터로 인한 감속부하를 추가적으로 증대시켜 회생제동을 통한 전기에너지 발생량을 증가시킬 수 있다.Through this, the regenerative braking control method of the present invention secures the calculated extra braking distance from the vehicle ahead and increases the deceleration load due to the electric motor additionally as shown in FIG. 3 when the slope is not downhill through regenerative braking It can increase the amount of electrical energy generated.

한편, S50 단계에서의 주행위치 판단부(60)의 차량 주행 위치 판단은, GPS와 관성 측정장치(IMU) 중 어느 하나의 단독 측정 또는 이들의 복합 측정을 통해 판단할 수 있다. 예컨대, GPS와 관성 측정장치(IMU)를 복합 측정할 경우, 주변이 개방된 도로에서는 GPS를 통해 위치를 측정하고, 주변이 폐쇄된 터널 등의 GPS 음영지역에서는 관성 측정장치(IMU)를 통해 위치를 측정할 수 있다.Meanwhile, the vehicle driving position determination by the driving position determination unit 60 in step S50 may be determined through single measurement of any one of the GPS and the inertial measurement unit (IMU) or a combination measurement thereof. For example, when measuring a combination of GPS and an inertial measurement unit (IMU), the position is measured through the GPS on an open road, and the position is measured through the inertial measurement unit (IMU) in a GPS shaded area such as a closed tunnel. can be measured.

또한, S50 단계에서의 주행위치 판단부(60)의 차량 주행 위치 판단은, 차량의 주행 위치가 곡선 도로인지 직선 도로인지를 더 판단할 수도 있다. 이는 직선 도로에 따라 인식되는 전방 차량 거리와 곡선 도로에 따라 인식되는 전방 차량 거리가 동일하게 인식되어도 실질적으로 곡선 도로가 더 길 수 있기 때문으로, 곡선 도로로 판단될 경우에는 최대 회생제동 거리에 보정 값을 더하여 회생제동을 수행할 수도 있다.In addition, the driving position determination of the driving position determining unit 60 in step S50 may further determine whether the driving position of the vehicle is a curved road or a straight road. This is because the curved road may be substantially longer even if the distance between the front vehicle recognized according to the straight road and the distance to the front vehicle recognized according to the curved road is recognized as the same. It is also possible to perform regenerative braking by adding

여기서, 곡선 도로 판단은, 인식되는 전방 차량과의 각도, 관성 측정장치(IMU)를 통한 차량의 기울기 감지, GPS를 통한 위치, 차량의 조향각 등 다양한 측정 변수를 통해 판단할 수 있으며, 이외에도 설명되지 아니한 다른 측정 변수도 모두 이용할 수 있다.Here, the curved road determination can be determined through various measurement variables, such as the recognized angle with the vehicle in front, the vehicle's inclination detection through the inertial measurement unit (IMU), the location through the GPS, and the vehicle's steering angle. All other measurement parameters not included are also available.

상기 S50 단계와 같은 회생제동이 수행되면, S60 단계에서 회생제동장치의 작동을 정지하거나, 다시 S10 단계로 회귀하여 상술한 회생제동 사이클을 반복 수행할 수 있다. When the regenerative braking is performed as in step S50, the operation of the regenerative braking device may be stopped in step S60 or the regenerative braking cycle may be repeatedly performed by returning to step S10.

보다 구체적으로 S60 단계는, 전방 차량과의 거리가, 전방 차량과의 안전 거리 값과 동일해지고 차량의 속도가 0이 될 경우, 차량이 정지한 것으로 인식하여 회생제동장치의 작동을 정지하며, 전방 차량과의 거리가 전방 차량과의 안전거리 값과 동일하지 않거나 차량의 속도가 0이 아닐 경우에는, 다시 S10 단계로 회귀하여 S10 내지 S60 단계를 반복수행할 수 있다. More specifically, in step S60, when the distance to the vehicle in front becomes the same as the safety distance value to the vehicle in front and the speed of the vehicle becomes 0, it is recognized that the vehicle is stopped and the operation of the regenerative braking device is stopped, If the distance to the vehicle is not the same as the safety distance value from the vehicle in front or the vehicle speed is not 0, the process may return to step S10 and repeat steps S10 to S60.

아울러, 상술한 S20 단계 내지 S60 단계를 수행하기에 앞서, S10 단계에서는 과충전 방지 모듈(70)을 통한 브레이크 신호 인가 시 전방 차량의 감지와 동시에 차량의 전기 저장장치의 충전율을 먼저 판단할 수 있다. In addition, before performing the above-described steps S20 to S60, in step S10, when a brake signal is applied through the overcharge prevention module 70, the charging rate of the electric storage device of the vehicle may be first determined at the same time as the detection of the front vehicle.

이때, 충전율이 설정된 기준치를 초과할 경우에는, 회생제동장치의 작동을 정지하고, 충전율이 설정된 기준치를 초과하지 않을 경우에는, S20 단계 내지 S60 단계를 수행하여 전기 저장장치의 과충전을 방지하고, 과충전으로 인한 화재 등을 예방할 수 있다.At this time, when the charging rate exceeds the set reference value, the operation of the regenerative braking device is stopped, and when the charging rate does not exceed the set reference value, steps S20 to S60 are performed to prevent overcharging of the electric storage device and overcharge Fires can be prevented.

상기와 같은 본 발명의 실시 예에 따른 xEV 차량의 주행 인지 기반 회생제동 제어방법은, 도 4에 도시된 바와 같이 전기모터로 인한 감속부하를 추가적으로 증대시켜 회생제동을 통한 전기에너지 발생량을 증가시킬 수 있다.As described above, in the driving recognition-based regenerative braking control method of the xEV vehicle according to the embodiment of the present invention, as shown in FIG. 4 , the amount of electrical energy generated through regenerative braking can be increased by additionally increasing the deceleration load caused by the electric motor. have.

이상으로 첨부된 도면을 참조하여 본 발명의 실시예를 설명하였으나, 본 발명이 속하는 기술분야에서 통상의 지식을 가진 자는 본 발명의 기술적 사상이나 필수적인 특징을 변경하지 않고 다른 구체적인 형태로 실시할 수 있다는 것을 이해할 수 있을 것이다. 따라서 이상에서 기술한 실시예는 모든 면에서 예시적인 것이며 한정적이 아닌 것이다.Although the embodiments of the present invention have been described above with reference to the accompanying drawings, those of ordinary skill in the art to which the present invention pertains can practice the present invention in other specific forms without changing the technical spirit or essential features of the present invention. you will be able to understand Accordingly, the embodiments described above are illustrative in all respects and not restrictive.

10 : 전방차량 감지부
20 : 차로 인식부
30 : 제동위치 판단부
40 : 차량무게 감지부
41 : 자동 무게 입력모듈
42 : 수동 무게 입력모듈
50 : 주행환경 판단부
60 : 주행위치 판단부
70 : 과충전 방지 모듈
80 : 회생제동 제어부10: front vehicle detection unit
20: lane recognition unit
30: braking position determination unit
40: vehicle weight detection unit
41: automatic weight input module
42: manual weight input module
50: driving environment determination unit
60: driving position determination unit
70: overcharge protection module
80: regenerative braking control unit

Claims (8)

(a) 브레이크 신호 인가 시 전방 차량을 감지하는 단계;
(b) 전방 차량이 감지되지 않을 경우 기본 설정 회생제동 값만큼 회생제동장치를 작동하며, 전방 차량이 감지될 경우 전방 차량과의 거리와, 브레이크 페달센서(BPS) 신호를 통한 운전자 요구 제동 거리를 산출하는 단계;
(c) 전방 차량과의 거리에서 최종 정차 시 앞차와의 안전거리를 뺀 α 값과, 상기 브레이크 페달센서(BPS) 신호 기반 운전자 요구 제동 거리에서 기본 회생제동 설정 값으로 인한 회생제동 거리를 뺀 β값을 비교하는 단계;
(d) 상기 β 값이 더 클 경우, 기본 설정 회생제동 값만큼 회생제동장치를 작동하며, 상기 α 값이 더 클 경우, α 값만큼 최대 회생제동 값을 증가시킬 준비를 하는 단계;
(e) 차량 주행 위치를 판단하여 내리막일 경우 기본 설정 회생제동 값만큼 회생제동장치를 작동하며, 오르막이나 평지일 경우, 상기 (d) 단계에서 준비된 최대 회생제동 값만큼 회생제동장치를 작동하는 단계 및
(f) 전방 차량과의 거리가 안전거리 값과 동일해지고 차량의 속도가 0이 될 경우, 차량이 정지한 것으로 인식하여 회생제동장치의 작동을 정지하며, 전방 차량과의 거리가 안전거리 값과 동일하지 않거나 차량의 속도가 0이 아닐 경우, 상기 (a) 단계로 회귀하는 단계를 포함하는 xEV 차량의 주행 인지 기반 회생제동 제어방법.
(a) detecting a vehicle in front when a brake signal is applied;
(b) If the vehicle in front is not detected, the regenerative braking system is operated as much as the default regenerative braking value. calculating;
(c) The α value obtained by subtracting the safety distance from the vehicle in front at the final stop from the distance from the vehicle in front, and the regenerative braking distance due to the basic regenerative braking setting value is subtracted from the braking distance required by the driver based on the brake pedal sensor (BPS) signal β comparing values;
(d) operating the regenerative braking device by the default regenerative braking value when the β value is larger, and preparing to increase the maximum regenerative braking value by the α value when the α value is larger;
(e) determining the driving position of the vehicle and operating the regenerative braking system as much as the default regenerative braking value when it is downhill, and operating the regenerative braking system by the maximum regenerative braking value prepared in step (d) when it is uphill or flat and
(f) When the distance to the vehicle in front becomes equal to the safety distance value and the vehicle speed becomes 0, the vehicle is recognized as stopped and the regenerative braking system is stopped, and the distance from the vehicle in front is equal to the safety distance value A driving perception-based regenerative braking control method of an xEV vehicle, comprising returning to step (a) when the speed is not the same or when the vehicle speed is not zero.
 제 1 항에 있어서,
상기 (a) 단계의 전방 차량 감지와, 상기 (b) 단계의 전방 차량과의 거리는 Radar 센서와 LiDAR 센서 중 어느 하나의 단독 센싱 또는 이들의 복합 센싱을 통해 이루어지는 것을 특징으로 하는 xEV 차량의 주행 인지 기반 회생제동 제어방법.
The method of claim 1,
Driving recognition of an xEV vehicle, characterized in that the distance between the detection of the front vehicle in step (a) and the vehicle ahead in step (b) is achieved through either single sensing of a radar sensor or a LiDAR sensor or a combined sensing thereof Based regenerative braking control method.
 제 1 항에 있어서,
상기 (e) 단계의 차량 주행 위치 판단은, GPS와 관성 측정장치(IMU) 중 어느 하나의 단독 측정 또는 이들의 복합 측정을 통해 판단하는 것을 특징으로 하는 xEV 차량의 주행 인지 기반 회생제동 제어방법.
The method of claim 1,
The vehicle driving position determination in step (e) is determined through either single measurement of any one of a GPS and an inertial measurement unit (IMU) or a combination measurement thereof.
 제 1 항에 있어서,
상기 운전자 요구 제동 거리는,
상기 브레이크 페달센서(BPS)를 통해 산출되는 값에서 차량의 무게 값을 고려한 보정 값이 가감되어 산출되는 것을 특징으로 하는 xEV 차량의 주행 인지 기반 회생제동 제어방법.
The method of claim 1,
The driver's required braking distance,
A driving recognition-based regenerative braking control method of an xEV vehicle, characterized in that the correction value in consideration of the vehicle weight is added or subtracted from the value calculated through the brake pedal sensor (BPS).
 제 1 항에 있어서,
상기 운전자 요구 제동 거리는,
상기 브레이크 페달센서(BPS)를 통해 산출되는 값에서 주행 도로의 환경을 고려한 보정 값이 가감되어 산출되는 것을 특징으로 하는 xEV 차량의 주행 인지 기반 회생제동 제어방법.
The method of claim 1,
The driver's required braking distance,
A driving recognition-based regenerative braking control method of an xEV vehicle, characterized in that the correction value is added or subtracted from the value calculated through the brake pedal sensor (BPS) in consideration of the driving road environment.
 제 1 항에 있어서,
상기 (e) 단계에서,
차량의 주행 위치를 곡선 도로인지 직선 도로인지를 더 판단하며, 곡선 도로로 판단될 경우 상기 최대 회생제동 값에 보정 값을 더하여 회생제동을 수행하는 것을 특징으로 하는 xEV 차량의 주행 인지 기반 회생제동 제어방법.
The method of claim 1,
In step (e),
Driving recognition-based regenerative braking control method of an xEV vehicle, characterized in that it is further determined whether the driving position of the vehicle is a curved road or a straight road, and when it is determined as a curved road, regenerative braking is performed by adding a correction value to the maximum regenerative braking value .
 제 1 항에 있어서,
상기 (a) 단계는,
전방 차량 감지 시에 주변 차로도 함께 인식하여 감지를 수행하는 것을 특징으로 하는 xEV 차량의 주행 인지 기반 회생제동 제어방법.
The method of claim 1,
The step (a) is,
A driving recognition-based regenerative braking control method of an xEV vehicle, characterized in that the detection is performed by recognizing the surrounding lanes when the vehicle in front is detected.
 제 1 항에 있어서,
상기 (a) 단계는,
전방 차량 감지와 함께 전기 저장장치의 충전율을 판단하며, 충전율이 설정된 기준치를 초과할 경우, 회생제동장치의 작동을 정지하는 것을 특징으로 하는 xEV 차량의 주행 인지 기반 회생제동 제어방법.
The method of claim 1,
The step (a) is,
A driving recognition-based regenerative braking control method of an xEV vehicle, characterized in that the charging rate of the electric storage device is determined together with the detection of the front vehicle, and when the charging rate exceeds a set reference value, the operation of the regenerative braking device is stopped.
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